Truck.



No. 788,841. PATENTED SEPT. 15, 1903.

E. PEGKHAM. TRUCK.

APPLIOATION FILED SEPT. 25, 1902.

N0 MODEL 2 SHEETS-SHEET 1.

fan

PATENTED SEPT. 15, 1903.

E. PEGKHAM.

TRUCK.

APPLICATION FILED SEPT. 25, 1902.

2 SHEE TSSHEET 2 NO MODEL.

[NVEZV TOR.

I .-1 TITO/M7513:

UNITED STATES Patented September 15, 1903.

PATENT Prion.

TRUCK.

SPECIFICATION forming part of Letters Patent No. 738,841, dated September 15, 1903.

Application filed September 25, 1902. Serial No. 124,727. (No modelfl .To all whont it may concern.-

Be it known that I, EDGAR PECKHAM, residing at Kingston, in the county of Ulster and State of New York, have invented-certain new and useful Improvements in Trucks, of which the following is a full, clear, and

' exact description, such as will enable others skilled in the art to which it appertains to .make and use the same.

This invention relates to trucks adapted to be used on street-railways, 850.; and its object is to provide a truck of improved strength and efficiency.

To this end the invention consists in the features of construction, combinations of elements, and arrangement of parts which will hereinafter be more fully set forth, and the novel features thereof specifically pointed out in the claims.

More specifically, the invention relates to double trucks of the type shown in the patent to Charles F. Uebelacker, No. 635,986, patented October 31, 1899, for car-truck, and in my pending application, Serial No. 53,333, for car-truck, the present invention being in the nature of an improvement on the structure therein set forth.

In the accompanying drawings, which illustrate an embodiment of my invention, Figure 1 is a top plan view of my improved truck. Fig. 2 is a side elevation, and Fig. 3 is a trans verse section.

Similar reference characters refer to similar parts throughout the several views.

Referring first to such parts of the trucks as are shown merely to illustrate the present invention and which are not'claimed herein, the truck is provided with wheels A, axles A, brake-shoes 13, supported from brakebeams B, which are suitably supported from the transoms by links B and controlled through suitable levers, as shown, by the brake-rod B The transoms (designated by G) connect the side frames (which are designated generally by F) at about the middle thereof, and between these transoms is guided a bolster made up of spaced members H, set on edge and carrying a center bearing 11, at which point the car-body is adapted to be swiveled to the truck. The bolster is connected at each end to the semi-elliptic springs I, which are supported at each side of the truck, just below the side beams F, by

means of link connections, with the side frames, as will be presently explained. The connection between the bolster and the semielliptic springs at each end can be best seen in Fig. 3 and comprises the chair K, bolted at its lower end to the encircling bands L of said springs and projecting upwardly inside the side frames of the truck, it being c011- nected at its upper end to the bolster. It is understood, of course, that there is a chair K at each end of the truck. At the top of the chairs K are the rub-plates M, which serve the usual function of a support for the carbody only when it unduly tips in rounding curves or otherwise. The bolster may be stiffened transversely, if desired, by the use of truss-rods N, and the transverse or rocking movement thereof may be limited, if desired, by the use of buffer-springs P. The side frames F are provided with pedestals F, supported in the'usual manner upon axle-boxes R, with axle-box springs R interposed therebetween. These side frames are preferably integral or of one piece, as shown. The aXlebox springs are seated at one end upon the axle-boxes and at the other end in caps or pockets formed in the pedestals. Just inside of each pedestal and toward the center of the truck there is formed in the side frame a spring-pocket, in' which is located a spring S, the outer end of which bears against the cap S" at the end of an articulated link, which may be designated generally by S and which passes down through the side frame and supports at its lower end one of the ends of the semi-elliptic springs I.

I have found in trucks of the general type set forth above and disclosed in the patent and application already referred to, and wherein the central connecting member of the side frame, whether integral therewith or otherwise, extends directly across between the pedestals, that it is practically impossible to connect the lower end of the pedestals together by tie-bars or lower beams, as is at times very desirable in order to provide a truck-frame of sufficient strength and durability for heavy service. It will be understood that in service there must be sufficient room below the ends of the articulated links S to allow for the vertical movement thereof necessary in cushioning the movement of the car-body. WVith trucks 'as previously constructed it is not possible to allow for this movement of the links without using an elliptic, which is so flat or has so little arch as to be practically valueless as an elastic support. It has accordingly been necessary to dispense with the tie-bars or lower beams, so that springs of the proper form can be used, while at the same time there may be suflicient room for the movement of the connected parts. I obviate this difiiculty and provide an extra-strong truck by the-construction of side frames shown in Figs. 1 and 2. Between the pockets for the link-springs S and at about the center of the side beam, as indicated at T, the side frame is arched or bent upwardly, so that the lower edge thereof is on a curved line or on a line which is substantially curved, the highest point of which is well above the plane of the lower edge of the remaining parts of the side beam. This permits the half-elliptic springs I to be constructed with sufficient arch to support a heavy car, as the chair K can occupy the space within the arch of the side frame, and allows a range of movement for the springs and links sufficient for all purposes and such that it Will not interfere with the tie-bars or lower beams U, which connect the lower corners of the pedestals. These tie-bars, as shown in Fig. 3, are duplex and they may be suitably connected to the pedestal by bolts, as shown, by rivets, or otherwise, as desired, or a single tie-bar may be used in place of the two.

The extent to which the side frame is arched or bent upwardly may of course vary with different conditions for which a truck is designed. I prefer, however, a rise such that the upper edge of the arched portion may lie substantially in the horizontal plane of the top of the pedestals. Between the arch and the pedestal, on each side, the plane of the upper edge of the frame is lowered, so that the link and spring may project thereabovefor the proper distance in order to allow for sufficient cushioning and yet without coming into contact with the sills or other parts of the car-body when in position. If the side frames were extended across in the plane of the topof the pedestals, it would not be possible to extend the springs S above the side beam for a sufficient distance to insure proper action, and the advantages which would be gained in providing more room for the elliptic spring below the side beam would be counteracted by the loss of room above. Hence. it will be perceived that there is an important utility in the construction where in the center of the side beam a frame is lowered upwardly, allowing for the raising of the center of the elliptic spring and the employment of a comparatively strongvspring, while at the same time the lower edges of the pedestals may be connected by strong tie-bars or lower side beams.

A further novel feature of my invention resides in the construction of the ends of the the end bars.

side frames and the connection therewith of The end projections F which project from. the lower outside corners of the pedestals, are provided with lateral offsets or shoulders F which extend to a considerable distance diagonally inward and away from the wheels. To these offsets the end bars W are connected, and they thus form extended points of support for the end bars and insure a strong and rigid frame which cannot easily get out of square, as do many trucks of this type. This is especially necessary in a truck which is adapted to carry outside motorsthat is, motors which are hung outside the axles and between the axles and the end bars, as in the present instance upon the m0- tor-supporting bars X, which are supported upon the end bars proper by means of springs X of well-known arrangement and use. The form of the end barW and the manner of its attachment to the diagonal offsets may be varied within wide limits; but I prefer a construction wherein the end projection has a depressed step or rabbet, as indicated by W. With this construction an angle end bar is used with the horizontal member thereof resting on the depressed step, preferably, so as to make a flush surfaceat all joints, as shown. The end bar may be attached to the end proj ection by bolts passing into the lateral offsets both from the top and side of the angle-bar, as shown, or otherwise, as desired. In using the term lateral oifset or shoulder I mean such a projection from the end of the side frame, preferably integral therewith as will provide both an extended point of attachment for the end bars and likewise an extended supporting orstifiening member therefor, and where in the claims I use this term I intend it to be so understood. The importance of making these lateral offsets extend diagonally from the end projections resides in the fact that it is thus possible to provide an extended stiffening member with which the end bar may contact through a relatively long distance while at the same time the meeting-point of the end projection and the end bar is comparatively nearer the pedestals and closer to the wheels, so that the parts at this point are not in the way of any supplementary riggings, such as that of the brake or the snowscraper, which it maybe desirable to locate at this point. Furthermore, the diagonal line of engagement of the end bars of the side frames relieve much of the liability to sudden shocks at this point which is present when the connection between the end bar and the side frame is in aline at right angles to the main truck frame and insures great rigidity. In short, the truck-frame is rendered more compact and stronger in this way, with the obvious resulting advantages. It should also ,7 be noted that the arching of the central member of the side beam not only does not detract from the strength thereof, but adds to the rigidity and capacity for enduring buckling or other strains.

I-Iaving described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a truck, in combination with the wheels, axles and frame, side beams forming parts of said frame, said side beams being arched upwardly at their central points, semielliptic springs extending longitudinally beneath said side beams and having the arch thereof corresponding with the arch of said side beams, and means for suspending said springs from the side beams and for supporting a vehicle-body thereon.

2. In a truck, in combination with the wheels, axles and frame, side beams forming parts of said frame, said side beams being arched upwardly at their central points, semielliptic springs extending longitudinally beneath said side beams and having the arch thereof corresponding with the arch of said side beams, means for suspending said springs from the side beams and for supporting a vehicle-body thereon, pedestals included in said frame and tie-bars connecting the pedestals 011 each side of the truck and extending beneath said springs.

3. In a truck, in combination with) the frame provided with side andend beams and pedestals, the bolster supported at its ends from semi-elliptic springs extending longitudinally beneath said side beams, the links passing through said side beams, and supportingthe ends of said elliptic springs and having their ends spring-supported thereabove, said side beams being arched upwardly at their central points to leave room for the arch of said elliptic springs, and a tie-bar or tie-bars connecting said pedestals at their lower corners and extending beneath the said elliptic springs and links.

4. In a truck in combination side frames, provided at their end-s with lateral offsets 0r shoulders extending diagonally inward to a substantial distance from the longitudinal line of the side frames and having depressed steps or rabbets therein, and angle end bars adapted to fit said rabbets at their ends and be attached thereto, substantially as and for the purposes set forth.

5. In a truck, in combination, side frames provided with end projections F and lateral offsets or shoulders F extending diagonally inward therefrom, said offsets being rabbeted, and angle end bars extending between the ends of said side beams and attached thereto along the line of said offsets, substantially as and for the purposes set forth.

In testimony whereof I affix my signature in the presence of two witnesses.

EDGAR PEGKIIAM.

Vitnesses:

GUs Bownns, FRANK R. WHITMAN. 

